Shift-speed control for outboard motors



April 21, 1953 E. c. KIEKHAEFER 2,635,576

SHIFT-SPEED CONTROL FOR OUTBOARD MOTORS Filed Feb. 14, 1952 5 Sheets-Sheet 1 F7 NVENTOR j J /Zzer .Z'ekiae ;r M A/M April 21, 1953 E. c. KIEKHAEFER SHIFT-SPEED CONTROL FOR OUTBOARD MOTORS 5 Sheets-Sheet 2 Filed Feb. 14, 1952 INVENTOR.

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W x w April 21, 1953 E. c. KIEKHAEFER SHIFT-SPEED CONTROL FOR OUTBOARD MOTORS 5 Sheets-Sheet 5 Filed Feb. 14, 1952 Imp &1; Yr 27222 222 April 21, 1953 E. c. KIEKHAEFER 2,635,576

SHIFT-SPEED CONTROL FOR OUTBOARD MOTORS Filed Feb. 14, 1952 5 Sheets-Sheet 4 April 21, 1953 E. c. KIEKHAEFER 2,635,576

SHIFT-SPEED CONTROL FOR OUTBOARD MOTORS Filed Feb. 14, 1952 III '5 Sheets-Sheet 5 INVENTOR.

UNITED STATES mm oFsice SHIFT-SPEED CONTROL FOR OUTBOARD MOTORS I Elmer o. Kiekhaefer, Cedar-burg, Wis. Application February 14, 1952, Serial No. 271,507

"This invention relates to outboard motors having selective drive transmissions and particularly toth' coordinated speed and shift control of the motor.

The invention provides an improved coordinatedoontrol of the selective drive or shift mech- -a'ni si'n and the speed adjustment which latter is ore readily adjustable in relation to the opera- :bf'the shift mechanism. I I object .of .the invention is to provide a more I dependable and rugged coordinated control.

i Ariother object is to allow for the more ready adjustment of the interengaging abutments of the speed control and shift mechanism. LAnother object is to dispose the adjustment forwardly of theengine for easy access.

j-.1sinnother object is to more firmly secure the shift control lever in the forward and reverse positions. Another object is to provide a smoother operatiiig coordinated shift and speed control by means of the tiller handle. v

iacAnother object is to allow the tiller to be shifted out of the way of the operator in the boat without:effecting theshift speed control means. "-I hese and other objects and advantages will be more fully set forth in the following description qfsapreierred embodiment of'the invention,'as illustrated in the accompanying drawings. 1 lnthe drawings: Fig ure 1 is a front elevation of the upper end ofrf lan outboard motor with parts removed to show the front of the engine The tiller is shown ma raisedposition and the shift control in a neutral positionwith the-speed control adjusted to the allowed maximum neutral speed.

Fig. 2 is a side-elevation of the outboard motor showing the engine in part and with portions of the drive shaft'housing and supporting bracket .assembly br oken away and sectioned to show the construction thereof. The tilt lock device is shown engaged as in the reverse position of the shift mechanism; 1 p Fig. 3 is a view showing the tilt'lo'ck device disengaged as in the forward or neutral position of the shift mechanism;

Fig. 4is an enlarged sectional view of the lower end of. the drive shaft housingandthe propeller drive unit showing the shift control mechanism in the forward drive position; 7

( Fig. 5 is a side elevation of the engine of the motor with the flywheel and the magneto partially broken away to show the construction thereof;

1 Fig. 6 is a front elevation of the engine of the motorwith the shift control in-the reverse position and the speed control adjusted to the allowed maximum speed;

' 6 Claims. (01. 115-18) 2 Fig. 7 is a top plan view of the speed control mechanism with parts of the tiller broken away and sectioned and showing the control lever of the shift control mechanism in the forward position with neutral andreverse positions indicated by dotted lines;

Fig. 8 is a top plan view of parts of the car- .buretor control and adjustment; and

Fig. 9 is a view showing the speed control at low speed andthe cam adjustmentof the carburetor closing the carburetor for lower speeds of operation.

The engine I of the outboard motor shown in the drawings includesthe cylinder block 2 and the. crankcase 3which 'arejoined by the bolts 4. The crankshaft 5 supportedby crankcase 3 extends upwardly and carries the hub 6 of the flywheel 1 above the magneto 8 which provides for the ignitionof theengine. The magneto stator plate 9, which carries the stators I0, is mounted on the upper end of crankcase 3 for rotational adjustment relative thereto on the axis of crankshaft 5 and supports the breaker mechanism II for a corresponding rotational adjustment therewith. The rotor i2 is carried. by crankshaft 5 to provide a rotating magnetic field which induces an electric current in the windings of stators I0.

Thehub 6 mounted on crankshaft 5 above rotor l2 is provided with a cam profile which operates breaker mechanism li'rin timed relation to the rotation of the rotor i2 and crankshaft 5. Rotation of plate B-effects an advance or retarding of the ignition as required for the control of the engine. The flange l3 of flywheel 1 extends around the magneto and plate 9.

The carburetor i4 is carried by crankcase 3 forwardly of engine and includes the mixing pas- 'sageifi which is openat one end to receive air. The opposite and communicates with the crankcase induction system of the engine; not shown, for deliveryof a fuel and air mixture thereto. The shutter-J E, mounted within passage [5 on the vertical shaft [1 extending through passage I5, is disposed to open and close passage [5 with rotation ofshaft H for the control of the fuel induction of the engine. v V

Engine I .is supported on the upper open end of the. hollow housing i8, which encloses the drive shaft i9, connected to the lower end of crankshaft 5 projecting into the housing. The shoe member 20 closes the lower end of housing It, which extends rearwardly of the motor and includes a discharge outlet for the underwater discharge of the exhaust which is received from engine I at the upper end of housing i8.

The outboard motor is supported by the bracket assembly 2| which includes the clamp bracket rotational movement of housing [8 including en-' gine and the lower unit 29 for steering of the boat, not shown, by means of tiller 30.

The lower unit 29 includes the propeller. 3!,

which is carried by the gear case 32 secured with member by the bolts 33 and 34 to the lower end of housing IS. The streamlined gear case housing 32 is provided with a chamber 35 for the gear transmission system of the motor. The upper and lower bearings 35 and 31, respectively, in housing 32 support the lower portion of shaft I9. The lower end of shaft l9 extendsinto chamber 35 and carries the beveled drive gear 38.

The propeller shaft 39 is supported within chamber 35 at the forward end by bearing 40 and also by the bearing 4| and bushing 42 disposed within chamber 35 rearwardly of gear 38. The beveled forward drive gear 43 is freely supported by shaft 39 and in mesh with gear 38. The beveled rear drive gear 44 disposed on shaft 39 and in mesh'with gear 38 for rotation oppositely of gear 43 is supported independently of shaft 39' by bearing 45. The clutch teeth 46 are formed in adjacent, oppositely facing parts of gears 43 and 44 and are selectively engageable by the cross bar 41 movable axially of shaft 39 in the slot 48 formed in the shaft.

The spring 49 within the central axial bore 50 in shaft 39 is disposed to urge bar 41 forwardly in slot 48 and into engagement with teeth 46 of gear 43 to effect rotation of shaft 39 and propeller 3| in the direction'of rotation for forward propulsion.

The pin carried by shaft 39 in bore 50 is disposed forwardly of bar 41 and projects from the forward open end of bore 50. The rotatable control shaft 52 is supported vertically in the forward portion of gear case 32 and is provided at its lower end with the eccentric 53 which is disposed forwardly of pin 5| and carries the roller bearing unit 54 for engagement with pin 5 I The reversegearmechanism described is similar to that disclosed and claimed in the present in ventors application. filed December 23, 1950, Serial No. 202,47 9 forrReverse Gear and Outboard Motor Underwater Unit.

The rotation of control shaft 52 is effected by the shift lever 55 mountedon the upper end of the control rod 56 connected to shaft 52. Rotation of shaft 52 to a position, as shown in Fig. 4, moves eccentric 53 and roller 54 to a position allowing spring 49 to move'bar 41 into engagem ent with clutch teeth 46 of gear 43. Rotation of shaft 52 by means of lever 55 moves eccentric 53 and roller 54 against the projecting end of pin 5! and moves the pin axially within bore 50v to engage bar 41 and move the latter against the action of spring 49 to a positionintermediate gears 43 and 44. In the intermediate neutral position of bar 41, the gears 43' and 44 are rotated without engagement with bar 41 and allow engine I to operate without effecting the rotation of shaft 39 and propeller 3|. Further rotation of shaft 52 moves eccentric 53 and roller 54 and and propeller 3! in a reverse direction with a consequent rearward propulsion of the boat.

According to the invention of the present inventor, as described and claimed in his application Serial No. 83,250 and. filed March 24, 1949 for Engine Mounting and Control System, the control rod extends through pivot pin 25for rotation on the steering axis of the motor. I

The cam 51 issecured on rod 55 so as to be turnable therewith and supports the cam member 58 mounted thereabove on rod 56. The axial slot59 in the backside of cam member 58 fits the guide 60 projecting from housing 18 whereby member 58 is fixed rotationally and the rotation of cam 51 with rod 55 effects vertical (axial) movement thereof on rod 55.

The tilt adjustment bolt 6| selectively disposed in one of the series of holes 62 in bracket 22 is engaged by swivel bracket 24 in the forward direction of motor operation to secure the motor in the desired position of adjustment onbolt 25- While allowing the motor to tilt upwardly and rearwardly on bolt 25 for passing over submerged objects or lifting the motor from the water.

The hook 53 mounted on the transverse bearing 64 is carried by bracket 24 to engage bolt BJ- and serves to secure the motor against tilting on bolt 25. The spring 55 connected between hook 63 and bracket 24 normally supports hookv 63 in the raised position, as shown in Fig. 3. The lower arm 53 of hook 53 extends above cam member 58 so that rotation of rod 55 and cam 51 lifts cam member 58 to move hook- 53 against the biasing of spring 55 and into engagement with bolt 6|. Cam 51 and member 58 are rotationally adjusted to provide for actuation of hook 53 upon rotation of rod 55 to the reverse position of the rod and thus serves to secure automatically the motor against tilting on bolt 25 while in opera-' tion in reverse.

The tiller 30 for turning the outboard motor on the axis of pin 25for steering includes the tube 51 supported within a projecting portion of the casting 5B. The grip-handle 69 is rotatably carriedat the forward end of tube 61 and secured to the shaft 10 which latter is rotatably supported within tube 51.

The tiller bracket 1! secured to housing l8 extends forwardly of engine I and supports the trunnion 12 having an axial center bore 13 which extends horizontally and transversely of the motor. A cylindrical portion of trunnion 12 is dimensioned tofit within thebore 14 of bracket 11 and is threaded at one end to receive the nut 15. Nut 15 secures the bracket 1| between the abutment 16 of trunnion 12 and the nut tosecure the trunnion in' bore 14 of bracket 1|.

The large annular flange 11 of trunnion 12 fits within the open end of bore 18 of casting and supports the tiller for rotation thereon. The washer 19 is secured byscrews 85 to the end face of casting 68 and fits between the friction washer 8| on the outside of bracket 1| and flange of trunnion 12 to secure the casting thereon."

The stop member 82 extending from bracket 1| beneath casting 98 is disposed to be engaged by the projecting finger 83 formed integrally with the casting and limits rotation of tiller 3!) on trunnion 12 in one direction to support thetiller pin 5! and bar 41 into engagement with clutch i.

teeth .46 ofgear. to effect rotation of shaft and handle 69 forwardly of the motor.

The shaft 94 is supported for rotation in the center bore of trunnion 12 and extends trans versely across the front of the motor over rod 55 and adjacent thereto. The beveled gears .85 and 86 are mounted on the adjacent end yof shafts 84 and 19, respectively, within casting 68 and provide for the rotational connection of the shafts while allowing rotational adjustment of the tiller on flange 16 which is concentric with the axis of shaft 84. r

The end of shaft 84 oppositely of that carrying gear 85 is supported by the bracket 81 and carries the crank 88 on the outside of the bracket. The

shaft hanger 89 is secured to the side of crankcase 3 and supports the vertical shaft 99. The crank 9| secured to the lower end of shaft 99 is connected to crank 89 by the link 92. The gear quadrant 93 bolted to the underside of magneto plate 9 meshes with gear sector 94 securedto the upper end of shaft 99 whereby the rotational adjustment of handle 69 effects a corresponding adjustment of magneto plate 9 through the mechanical connection of gears 85 and 96 and link 92.

' The cam plate 95, carried by magneto stator plate 9, is disposed to engage the pin 96 supported by crank 91, which latter is mounted on the upper end of carburetor shaft IT. The plate 95 is supported by the bolt 98 within slot 99 of plate 95 from the arm I99 which depends from magneto stator plate 9. The lower end of arm I9I spaced from arm I99 pivotally secures plate 95 and allows for adjustment of the plate within slot 99 which determines the degree of engagement and disengagement with pin 99. The movement of pin 96 turns shaft I 1 and Shutter I6 in one direction in relation to the rotational adjustment of magneto plate 9.

According to the invention, the collar I92, secured on shaft 84 by the set screw I93, is disposed to be axially engaged by the pin I94 which projects upwardly from the member I95 to limit shifting of lever 55 and to engage pin I94 by rotation to limit the speed adjustment of handle 69. Lever 55 is carried by member I 95 which is in the form of a sector and is fixed on the upper end of rod 56.

In the position of lever 55 which turns control .rod 56 to. effect the shifting of bar 41 to the neutral position described above, pin I94 is disposed in advance of the abutment face I96 of collar I92 to limit rotation of the collar and shaft 84 and determines the maximum neutral speed of the engine as effected by the turning of handle 69. A movement of lever 55, to rotate rod 56 and move bar 4'! into driving engagement with gear 43, moves pin I94 adjacent to shaft 84 and spaced from the end of collar I92 with suflicient clearance to allow the full rotation of shaft 84 in either direction. Rotation of handle 59 in one direction effects, as described, a corresponding rotation of shafts 84 and 99 and of magneto stator plate 9 to a retarded position of adjustment of the ignition timing. The rotational adjustment of magneto plate 9 moves cam plate 95 into-engagement with pin 95 to turn shaft I1 and shutter I6, closing mixing passage I5 whereby the correlated control of carburetor I4 and the magneto is effected, as determined by the profile of cam plate 95.

Rotation of handle 69 in the opposite direction, which effects a corresponding advancement of magneto plate 9 and moves cam plate 95 therewith, allows the spring I91 to turn shaft I! and efiect reopening of passage I5 for intermediate and'high speed operation of engine I. At all speeds above the maximum neutral speed, the

position of collar I92 on shaft 84 and adjacent to pin I94 limits movement of lever 55 preventing shifting of bar 4! out of engagement with drive gear 43. Rotation of shaft 84 and collar I92 by adjustment of handle 69 to a reduced speed, as; a prerequisite for shifting of lever 55, thus pre-. vents shifting of bar 41 at high speeds with con.- sequent damage to the transmission system and the motor. In the neutral position of pin I94 as shown in Figure 1, a relatively low maximum neutral speed is established by the pin which is disposed at such times in the path of abute ment I96 of collar I92. Within the neutra speed range the adjustment of lever 55 for shift-. ing of bar 41 into engagement with therear drive gear ,44 isallowed. w

In the position of lever 55 providing engage ment of bar 47 and gear 44 for reverse drive, pin I94 is aligned with the slot I98 in collar I92 which allows rotation of shaft 84 andcollar I92 and the adjustment of the motor toa maximum determined by the depth of slot I98. In the maximum position of speed adjustment as effected by rotation of handle 59, pin I94 is secured in slot I98 of collar I92 against movement which prevents shifting of bar 4'! by movement of lever 55 except with a reduction of engine speed as effected by rotation of handle 59 to the predetermined maximum neutral speed determined by abutment I of the collar.

The forward, neutral and reverse positions of lever 55 and rod 55, are generally secured by the spring I99 secured atone end by bracket 'II and engaging sector I95. The relative adjustment of the shift speed control effected by collar I92 is provided for. by loosening set screw I93 and adjusting collar I92 axially or rotationally on shaft 94.

The axial adjustment of collar I92 allows the parts of the collar which are engaged by movement of pin I94 to be positioned accurately respecting rod 56 to minimize the free play of lever 55 and possible shifting of bar 41. I

The rotational adjustment of collar I92 on shaft 84 allows the parts of the bushing which are engaged by movement of the collar, as with the control of the engine, to be positioned whereby the maximum neutra speed and maximum speed in reverse may be set as found to be most desirable.

In the securement of lever 55 in the forward and reverse positions, shiftingof lever 55 is precluded by collar I92 on shaft 84 which latter is supported by brackets II and 81 and secured axially by the crank 88 and gear 85.

In attempts to shift at speeds in excess of that allowed by collar I92, pin I94 is forced against the end of the collar or axially thereof. By reason of the leverage afforded by control lever 55, the abutment means provided to preclude shifting before reducing speed must be rugged, able to withstand considerable abuse. The securement of lever 55 by collar I92 is provided so' that such forces are received and supported by shaft 84 axially. The construction of the shift control is thus made extremely rugged notwithstanding its light weight and is easily accessible at the front of the motor for the full adjustment thereof as described.

Various embodiments of the invention may be employed within the scope of the following claims; I claim:

1. In an outboard motor unit pivotally supported for steering movement on a vertical axis, an engine, a magneto at the upper end of the engine and having a stator plate rotatably adjust able to control the speed of the engine, a vertical shaft at one side of the engine and connected at the upper'end' to said'plate to adjust the latter,

a .lower propeller unit including transmission means selectively operable to effect a driving connection with said engine for propulsion in forward and reverse directions, a bracket carried by the motor unit and a transverse shaft supported by said bracket forwardly of the engine, a tiller carried-by said bracket and extending forwardly of" the motor unit, said tiller being rotatably adjustable on the axis of said transverse shaft andhaving a separately movable grip-handle at the forward end thereof, means connecting said transverse shaft and said grip-handle and said transverse and vertical shafts whereby movement of said handle effects a corresponding rotation of said shafts and adjustment of said magneto stator plate, a vertical control rod connected at its lower end to said transmission means and rotatable to different positions, an abutment member connected to said rod at the upper end thereof adjacent to said transverse shaft and shiftable with rotation of said rod in a direction lengthwise respecting said transverse shaft, a second abutment member secured on said shaft and disposed to be engaged by said first abutment member to restrict movement of the latter within preselected limits and given limits of adjustment ofsaid magneto stator plate and the speed of the engine, and bearing means securing said transverse shaft axially respecting said bracket.

2. In an outboard motor unit pivotally supported for steering movement on a vertical axis, an engine, a magneto at the upper end of the engine and having a stator plate rotatably adjustable to control the speed of the engine, a vertical shaft at one side of the engine and connected at the upper end to said plate to adjust the latter, a lower propeller unit including transmission means selectively operable to effect adriving connection with said engine for propulsion in forward and reverse directions, a bracket carried by the motor unitand a transverse shaft' supported by said bracket forwardly of the engine, a tubular tiller carried by said bracket and extending forwardly of the motor unit, said tiller being rotatably adjustable on the axis of said transverse shaft and having a separately'mova-ble grip-handle at the forward end thereof, means connecting said transverse shaft and said grip-handle and said transverse and vertical shafts whereby movement of said handle effects a corresponding rotation of said shafts and adjustment of said magneto stator plate, a vertical control rod connected at its lower end to said transmission means and rotatable to different positions, a pin connected to said rod at the upper end thereof and offsettherefrom so as to be disposed and movable adjacent to said transverse shaft in a direction lengthwise thereof, a collar secured on-said shaft and disposed to be engaged .by said pin to-restrict movement of the latter and operation of said transmission means within preselected limits of adjustment of said magneto stator plate and the speed of the engine, bearing means, securing said transverse shaft axially respecting said bracket, and abutment mean-s provided by recesses formed in said collar to engage said pin in certain positions thereof and limit the rotation of said shafts and the speed adjustment of said engine during the correspondingoperation of the motor:

3. Inan outboard motor unit, an engine havingan adjustment means to control the speed and operation of the motor, a propeller, transmission unit carrying said propeller and includa transmission element selectively ..sl,1iftable to effect a driving connection with said engine and the selective rotation, of said propeller in forward and reverse directions, a manually operable lever for efiecting' control of saidtransmission element including a, movable rod having given positions corresponding to the shifted positions of said transmission element, abutment means comprising a pin movable transversely of the; motor unit and respectively with movement of said rod means including a handle and a shaft adjacent to said pin and rotatable whereby move,- ment of said handle effects a correspondingrotationof said shaft and adjustment of said control means, the axis of said shaft extending in the direction of movement of said pin, and a collar mounted on said shaft for engagement with said 7 pin and having abutments facing said pin axially of said shaft and disposed tobe engaged by said in to restrict movement of said rod and shifting of said element at predetermined speeds above that of a corresponding position of rotation of said shaft.

4. In an outboard motor unit, an engine having anadjustment means to control the speed and'operation of the motor, a propeller, transmission unit carrying said propeller and including a transmission element selectively shiftable to effectra driving connection with said engine and the selective rotation of said propeller in forward and reverse directions, a manually operable lever for effecting control of said transmission element including a movable rod having given positions corresponding to the shifted positions of said transmission element, abutment means comprising a pin movable transversely of the motor unit and respectively with movement ofsaid rod, means including a handle and a shaft adjacent to said pin and rotatable whereby movement of said handle eifects a corresponding rota.- tionof said shaft and adjustment of said control means, the axis of said shaft extending in the direction of movement of said pin, and a collar mounted .on said shaft for engagement with said pin and having abutments facing said pin axially of said shaft and disposed to be engaged by said pin to restrict movement of said rod and shifting of said element at predetermined speeds above that of a corresponding position of rotation of said shaft, said collar being adjustable axially on said shaft for adjustment relative to the positions of said pin and corresponding to the shifted positions of said element.

5. In an outboard motor unit, an engine having an adjustment means to control the speed and operation of the motor, a propeller, transmission unitcarrying said propeller and including a transmission element selectively shiftable to effect a driving connection with said engine and the selective rotation of said propeller in forward'and reverse directions, a manually operable lever for effecting control of said transmission element including a movable rod having given positions corresponding to the shifted positions' oi said transmission element, abutment means comprising a pin movable transversely of the motor unit and respectively with movement of said rod, means including a handle and a shaftadjacent to said pin and rotatable whereb movement of said handle effects a corresponding rotation of said shaft and adjustment of said control means, the axis of said shaft extending in the direction of movement of said pin, and a collar mounted on said shaft for engagement with said ,pin and having abutments facing said pin axially of said. shaft and dis,-

posed to be engaged by said pin to restrict movement of said rod and. shifting of said element at predetermined speeds above that of a corresponding position of rotation of said shaft, said collar being adjustable axially on said shaft for adjustment relative to the positions of said pin and corresponding to the shifted positions of said element and adjustable rotationally on said shaft for adjustment relative to said pin and a corresponding adjustment of said limits of speed control.

6. In an outboard motor unit, an engine having an adjustment means to control the speed and operation of the motor, a propeller, a lower unit carrying said propeller and including a transmission element selectively shiftable to eifect a driving connection with said engine and the selective rotation of said propeller in forward and reverse directions, a bracket pivotally supporting the motor unit for steering movement on a vertical axis, a manually operable lever for eifecting control of said transmission means including a rod rotatable on said axis and. having given positions corresponding to the forward and reverse control of said transmission means, a tiller connected to the motor unit for effecting steering movement of the unit on said vertical axis and being adjustable respecting the motor unit on a transverse axis passing adjacent to said rod, said tiller having a handle separately movable at the end thereof, means connecting said handle and said control means and 10 including a shaft rotatable on said transverse axis whereby movement of said handle effects a corresponding rotation of said shaft and adjustment of said control means, a pin carried by said rod at the upper end thereof and offset from said vertical axis, and a collar fixed on said shaft for engagement with said pin and adjustable axially and rotationally thereof and with respect to said pin, said collar having abut ments facing axially of said shaft and disposed to be engaged by said pin to restrict movement of said rod and shifting of said element at predetermined speeds above that of a corresponding position of rotation of said shaft and the adjustment of said speed control means to within different limits corresponding to the position of said pin, the said adjustment of said collar on said shaft providing the corresponding relative adjustments of said abutments and said pin.

ELMER C. KIEKHAEFER.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,181,634 Bivert May 2, 1916 1,800,638 Kopke Apr. 14, 1931 1,843,272 Evinrude Feb. 2, 1932 2,070,406 Irgens Feb. 9, 1937 2,071,634 Irgens Feb. 23, 1937 

